Engine starting apparatus



June 30, 1931. c MARCUS 1,811,949

ENGINE STARTING APPARATUS Original Filed Oct. 28, 1918 INVENTOR Charles Marcus,

ATTORNEY Patented June 30, 1931 UNITED STATES PATENT OFFICE CHARLES MARCUS; OF NEW YORK, N. Y.,

ASSIG-NOR, BY MESNE ASSIGNMENTS, TO

ECLIPSE MACHINE COMPANY, OF ELMIRA. HEIGHTS, NEW YORK, A CORPORATION OF NEW YORK ENGINE STARTING APPARATUS Application filed October 28, 1918, Serial No. 260,048. Renewed August 3, 1927.

This invention relates to starting apparatus and with regard to the more specific features thereof, to means for starting internal combustion engines.

One of the objects of the invention is to provide practical and durable means of relatively compact, simple and inexpensive construction for starting a source of power.

Another object is to provide means of the above type easy to assemble and apply, efficient in action, convenient in control, and Whose operation shall be automatic.

Another object is to provide efficient means of the above type of few parts which shall effect proper application of the starting power to the engine under all conditions of operation, and whose action shall be relatively easy on the construction.

Other objects will be in part obvious and in part pointed out hereinafter.

The invention accordingly consists in the features of construction, combination of ele ments and arrangement of parts which will be exemplified in the construction hereinafter set forth, and the scope of the application of which will be indicated in the following claims.

In the accompanying drawings wherein are shown one or more of various possible embodiments of the several features of this invention, Fig. 1 is a longitudinal view partly in section of the outboard form of one embodiment of my invention, the pinion'being shown out of engagement with the flywheel.

Fig. 2 is a view similar to Fig.1, showing the teeth of the and the mechanism biased to relieve this condition.

Fig. 3 is a view similar to Fig. 1 of an inboard embodiment of my invention, and

Fig. 4 is a fragmentary transverse sectional view taken along the lines H and 44 of Fig. 2.

Similar reference characters refer to similar parts throughout the different views of the drawings. 1

Referring now to Figs. 1 and 2 of the drawings, there is shown a fragmentary view of a motor armature l of-any desired form,

and of an armature shaft 2. The shaft is gears in butting relation the engine-driven member which is here a geared flywheel 7.

As shown in Figs. 1 and 2, the extended armature shaft preferably has a threaded portion 8 contiguous to the armature, and an unthreaded portion 9 at its free end. The minimumdiameter of the threaded portion 8 is preferably substantially the same as that of the unthreaded portion 9, the tops of the threads determining a diameter larger than that of unthreaded portion 9. Mounted on the extended shaft 3, there is a transmission unit 10, consisting of a control member which is in the form of a nut 11 in threaded relation with the threaded portion 8 of the shaft and the pinion 60 in slidable relation'to the unthreaded portion 9 of the shaft.

The nut and the pinion are preferably connected by a barrel construction 12 having a serrated flange 13 whose serrations preferably fit in the spaces 11 between the teeth of pinion 60, said serrated flange also fitting in a cut away portion .15 on the teeth of the pinion. An annulus 17 is preferably disposed against the interior surface of the flange l3 and against the inner extremities of the pinion teeth as at 18, the hub of the pinion being cut away as at 19, to permit its inner. portion to extend over the ends of threads 8, the inner extremity of said hub being upset as at 20 against the beveled opening 21 of annulus 17 to firmly secure the pinion 60, annulus l7, and Hang-e13 together, so that the pinion and barrel 12 constitute a rigid construction. Although the specific. manner described and shown of securing a barrel to the pinion is preferred-it is to be understood that these elements may be eombined into a unitary structure by other means.

The end of the barrel 12, opposite pinion 60, is provided preferably with equi-distant 4 slots 22 extending longitudinally thereof for a substantial portion of the length of the barrel. Fitting within these slots are corresponding equi-distant lugs 23 on outstanding flange 24 of nut 11. By this arrangement it is seen that there can be" no substantial relative rotation between nut 11 and pinion 60, both said elements being locked against rotation with respect to the barrel although some relative translation is permitted. Other means may be employed to control the relative movement of the nut and the pinion, but it is to be understood that there are special benefits to be derived from the use of the specific construction shown and described.

Within barrel 12 and concentric there-,-

with, there is preferably a relatively powerful coil compression spring 25, one extremity of which presses against annulus 17 of pinion 60, and the other extremity against flange 24 of nut 11, this spring being preferably under some compression when in the position shown in Fig. 1. The nut is prevented from being urged out of barrel 12 by cap 26 fitting over said barrel and provided with a flange 27 extending over the edge of the exposed face of nut flange 24. As shown in 4, theflange 27 is provided with equi-distant arcuate slots 28 to permit the cap to be slipped over the upstanding portions 29 on the barrel 12 between which slots 22 are formed. A'spring metal split ring 30 is preferably laid upon flange 27 and against the interior of metal portions 29, said portions 29 being preferably provided with slots 31, within which preferably fit integral lugs 32 on ring .30, thus locking the cap onto the barrel and preventing the nut fromescaping. This locking construction need not be described in greater detail. as it is not my invention, being described and claimed in a copending application of Joseph Bijur, Serial Number 145,839, filed Feb. 1, 1917.

A stop nut 33 is preferably threaded onto the shaft in proximity to bearing 4 and locked thereto, an integral flange 34 being preferably formed on said stop nut near the end adjoining the bearing. A relatively light coil spring 35 preferably surrounds the shaft, resting against flange 34 at one end,

and against the face of pinioin 60 at the other, the pinion being formed with a circular shoulder 55 of substantially the same ingto retain the pinion end of the spring in axial alignment with the end at the stop. The purpose and modeof operation of this spring will be described more fully below. It may here simply be noted that the spring is of larger diameter than the shaft to erstop 33.

At that part of the extended shaft in proximity to the armature, I preferably provide a stop to prevent the transmission unit fromsticking or binding when it isthrown out of mesh. This stop preferably consists of a stop member 36 rigidly attached to the shaft, preferably by friction, said member 36 being preferably provided with a flange 37 extending longitudinally of the shaft. WVithin the flange 37 and preferably resting against the inner surface of stop 36, I preferably provide a fiber stop washer 38, and fitting against said fiber stop washer, I preferably provide a steel stop washer 39, both said washers 38 and 39 being disposed as described to permit their rotation relative to the stop 36. lVashers 38- and 39 are preferably prevented from moving out of position by the use of a lock ring 40 within flange 37.

Surrounding the hub portion of nut 11, I preferably provide a cushion spring washer 41 preferably pressed outwardly by a coil spring 42 also surrounding said hub portion. and disposed between flange 24 and stop washer 41. The washer is preferably limited from coming off the nut by. a lock ring 44.

ing spring 25 and the lock ring 30 placed in position in the obvious manner already do scribed -in the above identified co-pending application. Thereupon spring 42 and washer'41 are slipped over the hub of the nut 11 and'lock ring 44 is placed in position.

Referring now to the motor with its extended shaft 3, the stop 36 and its associated parts being assumed in position, the entire transmission unit 10 above described is slipped over the free end of the shaft, nut

first, the nut upon reaching the threaded portion 8 being threaded thereon, the'barrel trailing behind, and the pinion being thereby slipped along the unthreaded portion 9 of the shaft. Thereupon the coil spring 35 is placed in position and stop nut 33 is threaded and locked onto the shaft. The gear housing 5 may then be put 1nto diameter as stop nut 33, this shoulder servposition and the entire unit assembled on said unit, for instance, if it were arrested by a stop abutting the nut at the limit of its travel, it is obvious that the presence of such stop may render it difiicult, if not impossible, to place a previously assembled transmission member upon the shaft as a unit.

In Fig. 3 I have shown an inboard form of my invention. In this figure corresponding parts bear the same reference numerals as in Figs. 1 and 2 except that such numerals are primed. In this form the unthreaded portion 9 of the'shaft is contiguous to the motor and the threaded portion 8 is at the outer or free end. To render possible a ready assembly of the construction,.by placing the entire transmission member 10 upon the shaft as a unit, as in the case of the embodiment shown in Figs. 1 and 2, the interior diameter of pinion 60 and the cooperating diameter of shaft portion 9 are made slightly larger than the greatest diameter of the threaded portion 8 Otherwise the unit 10 is substantially identical with unit 10. As is usual in inboard transmissions of the screw shaft type, the outer bearing is preferably dispensed with. The stop 36 is generally similar to stop 36 but is locked onto the outer end of the shaft, a nut 45 be ing preferably locked to the extreme end of the shaft, and against said stop. In this embodiment elements corresponding to washers 38 and 39 in Figs. 1 and 2, are not shown, the pitch of threads 8 being here shown, sufficiently steep to prevent jamming. Although thereare special advantages in the form of the invention shown in Fig. 3, it is to be understood that the outboard form, particularlyas shown in Figs. 1 and 2 is my preferred form.

Referring now to Figs. 1, 2 and 3, the oper ation is substantially as follows. The motor being started,*the inertia of the transmission unit 10 is such as to make it lag behind the rotating shaft, and the nut there fore moves forward in the well-known manner, pushing the pinion 60 into mesh through spring 25. When the position of full mesh has been reached, pinion 60 and stop 33 abut end to end, spring 35 being compressed. Thereupon the nut 11 is held against rotation by barrel 12 and pinion 60, which pinion in turn is held by the resistance of the engine to cranking. The nut 11 therefore continues to travel along the threaded shaft compressing the spring 25 against pinion 60,

which in turn is pressed against stop 33, until the nut reaches the bottoms 46 of slots 22. The nut being then limited from further longitudinal movement with respect to the shaft is compelled to rotate with the shaft, to drive barrel 12 by the action of its lugs 23 and through the,.barrel to drive the pinion, thus cranking the engine. I g

It is to be noted that in the action of compressing spring 25, the graduallyincreasing resistance of the spring causes the nut to be gradually tightened upon the threaded shaft to Fig. 2 nut 11 being prevented from vting because of the stopping of pinion 60,

and thus to transmit a gradually increasing torque, until the nut reaches the bottoms 4.6

of slots 22 when the entire torque of the mm tor is transmitted to crank the engine, thus securing substantially shockless action.

' If instead of the method just described, it be attempted to secure 'shockless operation by the use of ayielding driving member such as a torsion spring or the like, interposed between the motor and the pinion, not only would the necessity of frequent repair and replacement be likely to arise, but the construction would generally be longer and bulkier.

After the engine has started under its own power, it causes pinion 60 to rotate faster than the motor driven shaft, imparting an equal rate of rotation to the nut 11, which thereupon overruns the threaded portion of the shaft 8 drawing the pinion out of mesh with the flywheel. The shock of going to. out. of mesh position is relieved by washer 41 striking the edge of. flange 37 compressing coil spring 12 which acts as a buffer to relieve the shock. The free'end of nut 11 also strikes the steel washer 39 but sticking is prevented'as this washer is free to ro tate with respect tothe fiber washer 38, which in turnis free to rotate with respect to stop 36. The friction between the, two surfaces of the fiber washer and the coacting metal members is relatively low so that in effect this stop unit might serve as a relat-ively low friction thrust bearing. It is to be noted that instead of the specific thrust bearing construction shown and described, ball bearings or other low friction thrust bearings may be employed to advantage, but

it is to be noted that there are special benelongitudinal movement of the .unit when a the motor is started for crankin purposes.

Should teeth of the pinion stri e teeth of the flywheel end to end when the motor is started, the further translation of the inion into mesh is of course arrested. Re erring rotathis nut will move longitudinally with respect to the shaft, compresslng spring 25.

1 It is found in use that the nut is tightened against the threads to a greater extent than the butting teeth against each other, as the spring is compressed. While the nutis still an appreciable distance from the bottom of slots 46, it will have been tightened upon the threaded shaft by virtue of compression of spring 25, with suflicient force to substantially cease movement with respect to said shaft. \Vhen the nut has reached substantially the position shown in Fig. 2, it will therefore rotate slightly with. the threaded shaft causing the pinion to rotate slightly, thereby overcoming the butting, whereupon compressed spring 25 rapidly expands urging the pinion substantially into full mesh. The engine member then holding the pinion against further rotation, and the nut 11 being in turn held against rotation, this nut will continue to move longitudinally along the shaft until it reaches the bottoms 46 of slots 22, whereupon the nut is compelled to rotate with the shaft, and the action proceeds in a normal manner as above described. Thus the compression spring 25 upon butting of teeth not only serves to tighten the transmission unit with respect -to the threaded shaft to compel rotation, but

after such tightening and proper'registry of teeth, it snaps the pinion into mesh with the gear by virtue of its expansive force, resulting from its initial compression shown in Fig. 1 with the superadded compression shown in Fig. 2. I

If instead of my compression spring a torsion spring were employed to relieve the conrlition of butting, it is to be noted that such torsion spring would impart no substantial longitudinal thrust to the pinion after the teeth have been brought into proper registry, and consequently the rotative impulse on the pinion, imparted by the motor, may be so much larger than the longitudinal impulse toward fullmesh, imparted by the torsion spring, that a destructive rasping of the teeth is likely to result, by the rapid turning of the ends of the pinion teeth against the ends of the flywheel teeth, A detailed description of the operation of Fig. 3 is unnecessary as this operation is obvious from the above account.

Another important feature of the invention is a provision of means to prevent hunting of the driving member. When cranking a four-cylinder gas motor, for example, by means of an electric motor, it will be noticed that the fiy-wheel of the gas motor revolves with a velocity which is not uniform during anyone revolution and this is due to the fact that at the compression points there is a return of energyiiimparted to the flywheel which will cause, during a small interval, a small acceleration which is imparted then to the pinion of the"electric motor. This acceleration will be imparted byway of barrel 12 to nut 11, cansing the nut to overrun the thread 8 in a direction away from mesh. As thenut moves towards this out of mesh position, it travels within slots 22, which for this operation constitutes a lost motion connection between the nut and the pinion. nut has reached flange 27, the accelerating tendency of the engine will have ceased, and the nut will again move toward the bottoms of slots 22 as shown at 46, and this action will be repeated. Thus, during cranking action the nut may hunt back and forth within slots 22, but pinion (30- throughout such action remains in full mesh with flywheel 7 This hunting action occurs more particularly in engines with a small number of cylinders, such as four-cylinder engines. As the number of cylinders of an engine is increased, the greater smoothness of resistance to cranking results in a greatly diminished hunting action, and in engines of a relatively large number of cylinders,'this hunting tendency may be imperceptible.

By providing lost motion between the nut and the pinion in the construction above described, I avoid any tendency of the pinion to hunt. Of course other means embraced within the scope of my invention might be employed for this purpose, but the abovedescribed construction is the preferred form. If no lost motion were provided between the nut and the pinion for moving from the cranking position, or if the pinion were directly threaded on the shaft, it is obvious that when hunting does take place the pinion itself will hunt, with consequent noisy operation and damage to the.teeth. Although I have shown a starter of the direct acting type, it is to-be understood that my invention is not confined to such construction but may be adapted to a geared connection with the starting motor. It is however to be noted that there are special advantages inherent in the specific construction shown and described.

It will thus be seen that there is herein described apparatusin which the several features of this invention are embodied, and which apparatus in its action attains the various objects of the invention and is well suitedto meet the requirements of practical use.

, As many changes could be made in the above construction, and many apparently widely different embodiments of this invention could be made without departing from the scope thereof, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as'illustrative and not in a limiting sense.

Having described my invention, what I claim as new and desire to secure by Letters Patent is: g

1. An engine. starter including a rotatable shaft, a driving member mounted thereon and adapted to engage and drive a member of the engine to be started, a control member also mounted on the shaft and adapted to Before the v control the position of the driving member and to drive it, and means whereby the to the barrel.

englne gear, a

2. An engine starter including a rotatable shaft, a driving member mounted thereon and adapted to engage and drive a member of the engine to be started, a control member also mountedon the shaft and adapted to control the position of the driving member and to drive it, and means whereby the control member urges the driving member into cooperation with the engine member and then'transmits a gradually increasing torque to such driving member and thence to the engine member, such means including a barrel separatefrom but connected rigidly with said driving member and loosely with said control member for positive rotary movement therewith and for relative move ment of such control member with respect -to the barrel and also including a coiled spring arranged within the barrel and between said driving and control members.

. 3. Anengine starter including a' rotatable shaft, a driving member mounted thereon and adapted to engage and drive a'member of the engine to be started, a control mem ber also mounted on the shaft and adapted to control the position of the driving member and to drive it, and means whereby the control member urges the driving member and then transmits a gradually increasing torque to such driving member and thence to the engine member, such means including a barrel operatively connected at one end' with the driving memberand having longitudinal slots at its other end, and said control member having projections fitting into and traveling in such slots;

4. In a starter for internal combustion engines and the like, in combination, a rotatable driving shaft, having a. threaded portion, and a smooth portion, a pinion on said smooth portion, adapted to mesh with an nut cooperating with said threaded portion, a stop adapted to coact with said pinio" for preventing further translation thereof when in mesh with said gear, and a barrel separate from but (30- operating with said pinion and said nut to compel said members to rotate as a unit after said stop has arrested said pinion, said nut and pimon havin relative movement with respect to each 0 r. I

on said shaft, a spring 5. In a starter for internal combustion engines and'the like, in combination, a shaft having a threaded portion, and a smooth portion, a pinion on said smooth portion, adapted to mesh with an engine gear, a nut cooperating ith said threaded portion for translation xceeding that of the pinion, a coil spring interposed between said nut and said pinion, a stop coacting with said pinion for preventing further translation thereof when in mesh withsaid gear, and a barrel enclosing said spring, and connects ing said pinion and said nut, said barrel being rigidly connected with one of said latter members, and limited against rotation with respect to the other.

6. In apparatus of the character described, in combination, a shaft, a pinion on said shaft, adapted to mesh with an engine gear, a nut threaded on said shaft, adapted upon rotation of said shaft to urge said pinion into mesh. with said gear, a stop for limiting the translation of said pinion when in mesh, means for tightening said nut on said shaft after said mesh, and a barrel rigid with said pinion and connected to said nut topermit substantial translation there of, after said stopping of the pinion and to prevent relative rotation.

' 7. In apparatus of the character described, in combination, a motor driver shaft, 'a pinion in slidable relation to said shaft, and adapted to mesh with a gear, a nut threaded on said shaft, adapted for translation substantially exceeding that of the pinion and upon starting of said motor to urge-said fpinion into mesh -with said gear, a coil spring between said pinion and said. nut, a

stop for limiting the translation of said I respect to said motor upon starting thereof, to urge said drivingmember into coopera tion with said driven member, a sprin between said movable and driving mem ers,

and a barrel connecting said movable mem ber to said driving member, said barrel hav-' ing means to permit said movable member to be translated with respect to said driving member, after said cooperation, and to com pel rotation of said driving member with said movable member.

.9.- In apparatus of the character described, 'in combination, a shaft, a driving pinion on said shaft, adapted to mesh with an engine ear, a nut threaded tween said nut and said pinion, a stop on said shaft arresting said pinion when in full mesh with said gear, and a barrel connected with said pinion, and having longitudinal slots cooperating with said nut, whereby after said pinion reaches said stop, said nut will move along said slots and compress said spring, gradually tightening itself on said shaft, and then rotating therewith to .turnsaid p1n1on.

10. In apparatus of the character de. scribed, in combination, normally disconnected transmission means, a shaft including a smooth and threaded part driven by said motor, said transmission means including a pinion on said smooth part, a nut cooperating with said threaded part and a coil spring interposed bet-ween said nut and said pinion, a stop on said shaft for said transmission means, contacting said pinionwhen in mesh, and a barrel 'connecti-ng'said nut and said pinion, to prevent relative rotation of said members, said'barrel and said nut having interfitting parts to permit said nut to approach said pinion after meshing, compressing said spring. i Y

11. In apparatus of the character described, in combination, a shaft, a transmission adapted to be mounted on said shaft as a unit, said transmission including a driving pinion, a shifting nut threaded on said shaft, a coil springbetween said nut and sa1d p1n1on, and a barrel connecting sa1d nut and sa1d p1n1on, and prevent ng relative rotation therebetween,and astop on said shaft adapted to contact said pinion to limit the translation of said transmission when in operative relation.

12. As an article of manufacture, an automatic transmission member for engine start ers, for mounting as a unit on a shaft, said transmission comprising a pinion, anut, an interposed spring, and a. barrel surroundlng said spring and connecting said pinion and said nut, to prevent relative rotation, and to permit some relative translation.

13. As' an article of manufacture, an automatic transmission member for engine starters, for mounting as a unit on a shaft, said transmission comprising a pinion, a nut, an interposed coil spring, and a barrel surrounding said spring, connected to said pinion and interfitting said nut to prevent relative rotation between said pinion and said nut and to permit some relative translation. 14. In an engine starter, in combination, a shaft, threaded'for a part of'its length, a transmission member, including a shift ing nut, a driving pinion, a coil spring interposed between said nut and said pinion, and a barrel enclosing said spring and connecting said nut and vsaidpinion to prevent relativerotation, and topermit somerela tive translation,whereby said transmission member may be placed as a unit on said shaft with said nut on said threaded portion,and a stop to engage said pinion when in driving position. J

15. In apparatus of the character described, in combination, a shaft, a driving pinion mounted on said shaft, adapted to mesh with an engine gear, a nut threaded on said shaft, a coil spring interposed between said nut and said pinion, and a barrel connecting said nut and said pinion, to prevent relative rotation and to permit some relative translation, whereby should teeth of said pinion and said gear meet end to end, said nut will approach said'pinion, compressing said spring and thereby causing more tightening of said nut on said shaft than of said teeth against each other.

16. In apparatus of the character described, in combination, a shaft threaded along a portion of its length, which threads are integral with a transmission member,

including a nut, a pinion'and a barrel connecting said latter members to prevent relative rotation, said nut having a minimum inner diameter slightly larger than the shaft diameter, whereby said transmission may be slipped onto the unthreaded end of said shaft, nut first,said nut then cooperating with the threaded portion, said pinion following over the unthreaded portion,and a stop secured to the unthreaded portion, to be abutted by said pinion when in meshing position.

17. In a starter for engines, in combination, an engine-driven element, a motor, a driving member connected to said motor adapted to cooperate with said driven member, a device affected by the starting of the engine under its own power to automaticalhaving means to prevent relative'rotation of said nut and said pinion, and means to permit said nut to move longitudinally of said barrel with respect to said pinion whereby hunting of said pinion is prevented during cranking.

19. In a starter for gas engines and the 1 like a combined shifting and starting mem-- be-rineluding; amotor driven element and a driving gear slidably carried thereon, a drum supported at one endon said gear, a rigid member supporting and slidably connecting the other end of the drum to the motor-driven element, a spring within the drum between the gear and the rigid member, a stop on the motor driven element and a spring between said stop and the rigid member for the purpose described.

20. A drive for engine starters comprising a rotatable screw shaft, a driving member mounted for longitudinal and rotary movement with relation to the shaft and rotary movement therewith, a screw member mounted for longitudinal movement on said shaft and controlling the relative movements of the driving member, and a driving connection established between the said screw and driving members after the driving member has moved to its limit in one direction, by final longitudinal movement of the screw member.

21. A drive for engine starters comprising a rotatable screw shaft, a driving member mounted for longitudinal and rotary movement with relation to the shaft and rotary movement therewith, a mounted on said shaft and controlling the relative movements of the driving member, a driving connection establishedbetween the said screw and driving members after the driving member has moved to its limit in one direction by final longitudinal movement of the screw member and a spring for cushioning the establishment of the driving con nection. 1

22. An engine starter including a rotatable shaft, a driving member adapted to engage and drive a member of the engine to be started, a control member mounted. on the shaft and adapted to controlthe position of the driving member and to drive it,

and means whereby. the control member urges the driving member into cooperation with the engine member and then transmits a gradually increasing torque to such driving member and thence to the engine member, such means including a barrel operatively connected with the driving member and with the control member and having a relative movement with respect to the control member.

23. ,An engine starter including a rotatable shaft, a driving member adapted toengage and drive a member of the engine to be started, a control member mounted on the shaft and adapted to control the position of the driving member and to drive it, and means whereby the control member urges the driving member into cooperation with the engine .member and then such driving member and thence to the engine member, such means 1nclud1ng a barrel 'operatively connected with the driving memscrew member gage and drive a member of the engine to be started, a nut threaded on the shaft and adapted to control the position of the pinable shaft, a driving member mounted to slide thereon and having a limited range of longitudinal movement thereon when slid to engage a member of the engine to be started, a control member adapted to control the position of the driving member and to drive it and mounted on the shaft for longitudinal movement thereof and rotary movement therewitlnsaid control member having a range of longitudinal movement in excess of that of the driving member, and operating means connecting between the driv ing member and the control member, said operating means and said control member having a lost-motion connection between them. v

26. An engine starter including a rotatable shaft, a driving member ada ted for 1 connection with one of said members.

27.'An engine starter including a driving member adapted to engage and drive a member of the engine to be started, a'rotatable shaft, a control member operatively as sociated with said shaft for automatic translation relative thereto and to be driven therefrom; connected with the driving member I and adapted to control the position thereof and to drive it, and means whereby the con trol member urges the driving member into cooperation with the engine member and then in continuance of its translation trans mits a gradually increasing torque to such driving member and thence to the engine .memb transmits a gradually increasing torque to 28. An engine starter including a driving member adapted to engage and drive a member of the. engine to be started, a rotatable shaft, a control member operatively associated with said shaft for automatic translation relative thereto and to be driven therefrom; connected with the driving member and adapted to control the position thereof and to drive it, and means whereby the control member urges the driving member translationally into cooperation with the engine member and then in continuance of its translation transmits a gradually increasing torque to such driving member and thence to the engine member, said two members having a lost-motion connection between them.

29. An engine starter including a driving member adapted to engage and drive a mem- 10 her of the engine to be started, a rotatable shaft, a control member adapted'to position and drive the driving member operatively connected with said shaft to be automatically translated with respectthereto and driven therefrom, and a connector between the two members having a lost-motion provision whereby hunting of the driving member is prevented.

30. An engine starter comprising a rotatable shaft, a driving member adapted for limited translation to fully engage and rotation to drive a member of an engine to be started, a control member automatically operable by said shaft for translation with respect thereto and to be driven therefrom,

and translationally-yielding lost-motion operating-connections between said control and driving members adapted for substantial yield after the driving member reaches fullyengaged position whereby substantial hunting retreat of the control member does not retract the driving member.

In testimony whereof, I have signed my name to this specification this 20th day of 5 August, 1918.

' 7 CHARLES MARCUS. 

